Results
74-15-04: 74-15-04 MCDONNELL DOUGLAS: Amendment 39-1900. Applies to Douglas Model DC-10 Series airplanes, certificated in all categories, incorporating Weber Aircraft seats, Part Number 818472-401, 402, 403, 411, 412, 413, 415, 416, 417, 418, 419, 4011, 4021, and 4031 and 819900-401, 402, and 403. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible failures of the oxygen doors, accomplish the following: \n\n\t(a)\tWithin 300 hours' additional time in service, and at intervals not to exceed 300 hours' time in service, until (b), below, is accomplished, perform a visual inspection of all oxygen doors to verify that upholstery fabric does not obstruct the oxygen door, should door opening become necessary. If such obstruction is observed, correct before further flight. \n\n\t(b)\tWithin 1,500 hours' additional time in service, unless already accomplished, install shrouds around the first-class seat back oxygen doors in accordance with Weber Aircraft Service Bulletins No. 25-314, dated November 1, 1973, and No. 25-330, dated May 15, 1974, or later FAA-approved revisions. \n\n\t(c)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tNOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. \n\n\tThis amendment becomes effective August 26, 1974.
92-14-51: 92-14-51 MCDONNELL DOUGLAS: Amendment 39-8325. Docket No. 92-NM-135-AD. \n\n\tApplicability: Model MD-11 series airplanes having fuselage numbers 447 through 499; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this amendment, conduct a one-time inspection of the slat mechanical input system for proper clearance and rigging; and, prior to further flight, correct any discrepancies found; in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe inspection and adjustment shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-l5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 8, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T92-14-51, issued on June 29, 1992, which contained the requirements of this amendment.
2009-22-06: The FAA is adopting a new airworthiness directive (AD) for International Aero Engines AG (IAE) V2500-A1, V2527E-A5, V2530-A5, and V2528-D5 turbofan engines. This AD requires reducing the published life limit of certain high-pressure compressor (HPC) stage 9-12 disc assemblies. This AD also removes from service those HPC stage 9-12 disc assemblies using a drawdown schedule. This AD results from IAE updating the low-cycle-fatigue (LCF) life analysis for certain HPC stage 9-12 disc assemblies. We are issuing this AD to prevent an uncontained failure of the HPC stage 9-12 disc assembly, resulting in an in-flight engine shutdown and possible damage to the airplane.
86-22-02: 86-22-02 MCDONNELL DOUGLAS: Amendment 39-5436. Applies to McDonnell Douglas Model DC-9-80 series airplanes, Fuselage Numbers 1218 through 1249, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent potential stress corrosion failure of the horizontal stabilizer actuator mounting bolts and subsequent damage to adjacent structure, within 1,400 hours time in service, or within 6 months, whichever occurs earlier, after the effective date of this AD, accomplish the following, unless already accomplished: \n\n\tA.\tRemove and replace horizontal stabilizer actuator mounting bolts, left and right sides, in accordance with Paragraph 2, Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-278, dated April 3, 1986. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.C.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective November 14, 1986.
2009-21-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A340-300 aeroplane experienced the opening of the engine n 3 lower left thrust reverser pivoting door during climb. This event was the result of a primary lock malfunction and non- engagement of the secondary lock. * * * * * Deployment of one thrust reverser door in flight and during the take-off constitutes an unsafe condition. * * * * * Deployment of one thrust reverser door in flight or during take-off could result in reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-09-09: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Type Certificate previously held by Columbia Aircraft Manufacturing (previously The Lancair Company)) Models LC40- 550FG, LC41-550FG, and LC42-550FG airplanes. This AD requires you to repetitively inspect the rudder hinges and the rudder hinge brackets for damage, i.e., cracking, deformation, and discoloration. If damage is found during any inspection, this AD also requires you to replace the damaged rudder hinge and/or rudder hinge bracket. This AD results from reports that cracked lower rudder hinge brackets were found on two of the affected airplanes. We are issuing this AD to detect and correct damage in the rudder hinges and the rudder hinge brackets, which could result in failure of the rudder. This failure could lead to loss of control.
84-26-01: 84-26-01 McDONNELL DOUGLAS: Amendment 39-4971. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, C-9 (Military) series airplanes, certificated in all categories, which have accomplished Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, Revision 2, or prior issues and have installed MLG attach fitting fabricated from forging alloy 7075-T73. \n\n\tSpecific corresponding factory serial numbers for the production effectivity are listed in McDonnell Douglas DC-9 Service Bulletin 57-148, Revision 1, dated June 8, 1983, hereinafter referred to as SB 57-148, R1. Compliance is required as indicated, unless previously accomplished. To detect cracks and prevent failure of the MLG attach fitting and its interrelated structure, accomplish the following: \n\n\tA.\tFor aircraft with fittings having 15,000 to 19,999 landings, inspect the affected MLG attach fittings for cracks within 3,600 additional landings in accordance with SB 57-148, R1. \n\n\tB.\tFor aircraft with fittings having 20,000 or more landings, inspect the affected MLG attach fittings for cracks within 1,800 additional landings, in accordance with SB 57-148, R1. \n\n\tC.\tRepetitive inspections must be performed at 3,600 landings intervals until replaced with a new fitting or preventative modification is accomplished in accordance with SB 57-148, R1. \n\n\tD.\tIf an MLG attach fitting is found cracked, the affected MLG attach fitting(s) must be reworked in accordance with SB 57-148, R1, or later FAA approved revisions, prior to further flight. \n\n\tE.\tIf cracks are found in locations in the fitting(s) other than those identified in SB 57-148, R1, replace the fitting(s) before further flight in accordance with SB 57-125, R4, Option 1, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tIf preventative modification is not accomplished prior to 37,000 landings, continue repetitive inspections at 3,600 landing intervals, until such time terminating action is accomplished. \n\n\tG.\tCompletion of the preventative modification in accordance with SB 57-148, R1, or the replacement of cracked fitting(s) in accordance with SB 57-125, R4, or later FAA approved revisions, constitutes terminating action for this AD. \n\n\tH.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\tUpon request of operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective January 27, 1985.
2007-23-05 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. ThisAD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-07-53: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2009-07-53, which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters by individual letters. This amendment is prompted by the failure of 2 main gearbox filter bowl assembly studs (studs) that were found broken during a fatal accident investigation in Canada. Prior to the accident, the manufacturer was investigating a July 2008 incident that also involved broken studs. In both cases, the broken studs resulted in rapid loss of oil. The failures have been tied to fretting and galling of the original titanium studs; therefore, this AD requires removing all titanium studs and replacing them with steel studs. The actions specified by this AD are intended to prevent failure of a stud, which could result in rapid loss of oil, failure of the main gearbox, and subsequent loss of control of the helicopter.
2009-09-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An inspection of a PZL-104 aeroplane that had a relatively long operational background revealed a severe corrosion of the steel front fuselage structural elements. It is likely that such corrosion can also be present on other aeroplanes of similar design and operational history. If left uncorrected, this condition could lead to loss of strength of the structural front posts elements and consequent reduction of the structural strength of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
92-25-09: 92-25-09 BOEING: Amendment 39-8424. Docket No. 91-NM-274-AD. Supersedes AD 91- 09-10, Amendment 39-6978. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Service Bulletin 737-53- 1076, Revision 4, dated September 26, 1991; certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 1,000 flight cycles or 3 months after May 28, 1991 (the effective date of AD 91-09-10, amendment 39-6798), whichever occurs first, unless accomplished within the last 12 months, perform an external close visual inspection for corrosion or evidence of delamination in all circumferential skin butt splices from body station (BS) 259.5 to BS 1016, and in the areas of the bonded internal doublers around the major skin cutouts for entry, cargo, nose landing gear, overwing exit doors, and in the area from BS 360 to BS 420 between stringer (S)-15L and S-25L, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t(b)\tWithin 1,000 flight cycles or 3 months after the effective date of this AD, whichever occurs first, unless accomplished within the last 12 months, perform an external close visual inspection for corrosion or evidence of delamination, in the areas of bonded internal doublers around the skin cutouts for the galley door, electrical/electronic door, and airstair in accordance with Boeing Service Bulletin 737-53-1076, Revision 4, dated September 26, 1991 (hereinafter referred to as "the Service Bulletin"). \n\n\t(c)\tAs a result of the inspections required by paragraphs (a) and (b) of this AD, accomplish one of the following: \n\n\t\t(1)\tIf no corrosion or evidence of delamination is found, repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(2)\tIf corrosion is found, prior to further flight, repair in accordance withparagraph (f) of this AD. Following repair, continue to repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(3)\tIf delamination is found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t(d)\tWithin 500 flight cycles after the effective date of this AD; or prior to the accumulation of 40,000 flight cycles for Group 1 airplanes and 60,000 flight cycles for Group 2 airplanes; whichever occurs later, unless accomplished within the last 4,000 flight cycles; accomplish the following: \n\n\t\t(1)\tPerform the following external inspections: \n\n\t\t\t(i)\tHigh frequency eddy current (HFEC) inspection for cracks in the skin common to the forward-most and aft-most row of fasteners in the circumferential skin splice over the crownfrom BS 259.5 to the forward side of BS 1016 between S-10L and S-10R, in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tClose visual inspection for skin cracks, and loose or missing fasteners in all circumferential skin butt splices from BS 259.9 to BS 1016, in accordance with the Service Bulletin. \n\n\t\t\t(iii)\tClose visual inspection for skin cracks in the area of the bonded internal doublers around the skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, overwing exit doors, and in the area from BS 360 to BS 420 between S-15L and S-25L, in accordance with the Service Bulletin. \n\n\t\t(2)\tAs a result of the inspections required by paragraph (d)(1) of this AD, accomplish the requirements of either paragraph (d)(2)(i) or (d)(2)(ii) of this AD, as applicable: \n\n\t\t\t(i)\tIf no cracks are found, repeat the inspections required by paragraph (d)(1) of this AD at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first; oraccomplish the terminating action in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tIf cracks are found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to inspect in accordance with paragraph (d)(1) of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(3)\tReplacement of all fasteners in the forward-most and aft-most row of fasteners with standard oversize protruding head solid fasteners at all circumferential fuselage splices, in accordance with the Service Bulletin, constitutes terminating action for the circumferential skin butt splice fatigue inspections required by this AD for the modified areas only. Corrosion and delamination inspections must be continued. \n\n\t(e)\tFor Group 1 airplanes: Within the next 4,500 flight cycles or 15 months after the effective date of this AD, whichever occurs first; or prior to the accumulation of 40,000 flight cycles, whichever occurs later; unless previously accomplished within the last 7,500 flight cycles; accomplish the following: \n\n\t\t(1)\tPerform the following internal inspections: \n\n\t\t\t(i)\tClose visual inspection for cracks, corrosion, and delamination, of the bonded doublers around all major skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, overwing exit doors, and in the area from BS 360 to BS 420 between S-15L and S-25L, and at each circumferential butt splice from BS 277 through BS 1016, in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tUltrasonic inspection for corrosion and delamination of all non- mechanically fastened areas of the bonded doublers around all major skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, and overwing exit doors, in accordance with the Service Bulletin. \n\n\t\t(2)\tAs a result of the inspections required by paragraph (e)(1) of this AD, accomplish the requirements of either paragraph (e)(2)(i) or (e)(2)(ii) or (e)(2)(iii) of this AD, as applicable: \n\n\t\t\t(i)\tIf no cracks, corrosion, or delamination is found, repeat the inspections required by paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t\t\t(ii)\tIf corrosion is found, prior to further flight, repair in accordance with paragraph (f) of this AD. Following repair, continue to inspect in accordance with paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t\t\t(iii)\tIf cracking or delamination is found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to inspect in accordance with paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t(f)\tIn areas where corrosion is found, but evidence of cracking is not found, as a result of the inspections required by paragraphs (a), (b), (d), and (e) of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection to determine the amount of material loss. \n\n\t\t(1)\tIf material loss is less than 10 percent of the skin or doubler thickness, prior to further flight, accomplish either paragraph (f)(1)(i) or (f)(1)(ii) of this AD: \n\n\t\t\t(i)\tAccomplish the repair in accordance with the Service Bulletin; or \n\n\t\t\t(ii)\tConduct repetitive LFEC inspections thereafter at intervals not to exceed 2,250 flight cycles, or 6 months, whichever occurs first, until the repair is accomplished.\n \n\t\t(2)\tIf material loss is equal to or greater than 10 percent of the skin or doubler thickness, prior to further flight, repair in accordance with the Service Bulletin. \n\n\t(g)\tIn areas where cracks or delamination are found as a result of the inspections required by paragraphs (a), (b), (d), and (e) of this AD, prior to further flight, repair in accordance with the Service Bulletin. \n\n\t\t(1)\tBlind fasteners maybe used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t(2)\tRepairs previously installed with blind fasteners prior to May 28, 1991, must be inspected for loose or missing fasteners within 1,000 flight cycles after May 28, 1991, and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t(3)\tIf any loose or missing blind fasteners are found, prior to further flight, replace with solid type fasteners in accordance with the Service Bulletin. \n\n\t(h)\tSolid belly skins, if installed in accordance with Boeing Service Bulletin 737- 53A1042, Revision 9, dated July 25, 1991, or Revision 8, dated July 19, 1990, or Revision 7, dated October 19, 1989, or Revision 6, dated August 10, 1989, or Revision 5, dated October 5, 1984; or Boeing Alert Service Bulletin 737-53A1042, Revision 4, dated November 5, 1982, or Revision 3, dated December 4, 1981; or Boeing Service Bulletin 737-53- 1042, Revision 2, dated March 31, 1978, or Revision 1, dated February 4, 1977; or if installed during production; constitute terminating action for the corrosion and fatigue inspections required by paragraphs (a), (b), (c), (d), (e), and (f) of this AD in the area of the solid belly skin. \n\n\t(i)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(j)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(k)\tThe inspection, replacement, repair, and installation shall be done in accordance with the following Boeing service bulletins, as applicable, which contain the specified effective pages: \n\n\n\nService Bulletin\nReferenced and Date\n\nPage Number\nRevision Level\nShown on Page \nDate\nShown on Page\n737-53-1076,\nRevision 2,\nFebruary 8, 1990 \n1 - 32\n2\nFebruary 8, 1990\n737-53-1076, \nRevision 4,\nSeptember 26, 1991 \n1 - 29\n4\nSeptember 26, 1991\n737-53-1042,\nRevision 1, \nFebruary 4, 1977\n1, 11-45\n\n2-10\n1\n\n(deleted) \nFebruary 4, 1977\n737-53-1042,\nRevision 2, \nMarch 31, 1978 \n1 - 43\n2\nMarch 31, 1978\n737-53A1042,\nRevision 3, \nDecember 4, 1981 \n1 - 41\n3December 4, 1981\n737-53A1042,\nRevision 4, \nNovember 5, 1982 \n1 - 38\n4\nNovember 5, 1982\n737-53A1042,\nRevision 5, \nOctober 5, 1984 \n1 - 40\n5\nOctober 5, 1984\n737-53A1042,\n Revision 6, \nAugust 10, 1989 \n1 - 40\n6\nAugust 10, 1989\n737-53A1042,\nRevision 7, \nOctober 19, 1989\n1-10, 13\n\n11-12, 14-40\n7\n\n6\nOctober 19, 1989\n\nAugust 10, 1989 \n737-53A1042,\nRevision 8, \nJuly 19, 1990 \n1 - 42\n8\nJuly 19, 1990\n737-53A1042,\nRevision 9, \nJuly 25, 1991 \n1 - 38\n9\nJuly 25, 1991\n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis AD 92-25-09, Amendment 39-8424supersedes AD 91-09-10, Amendment 39-6978, which superseded AD 88-22-12, Amendment 39-6060. \n\n\t(l)\tThis amendment becomes effective on January 12, 1993.
76-13-01: 76-13-01 BOEING: Amendment 39-2648 as amended by Amendment 39-2666. Applies to Boeing Model 727 series airplanes, categorized as Group I and II in Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, and certificated in all categories. \n\tCompliance required as indicated. \n\tTo detect corrosion and/or cracking in the lower body skin (1) along BBL 0 from Body Stations 360 to 740 and along Stringers 28L and 28R from the forward end of the body fairing to Body Station 740 on Group I airplanes and (2) along Stringers 27L and 27R from the forward end of the body fairing to Body Station 740 on Group I and II airplanes, accomplish the following: \n\tA.\tWithin the next six (6) months from the effective date of this AD, unless accomplished within the last eighteen (18) months, and thereafter at intervals not to exceed twenty-four (24) months, inspect in accordance with the external/internal visual inspection procedures of Figures 1 and 3 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or equivalent procedures approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or,\n \tB.\t1.\tWithin eighteen (18) months from the effective date of this AD, unless accomplished within the last eighteen (18) months, and thereafter at intervals not to exceed thirty- six (36) months, inspect in accordance with the external/interval visual inspection procedures of Figures 1 and 3 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or equivalent procedures approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; and, \n\t\t2.\tWithin the next six (6) months after the effective date of this AD, and thereafter at intervals not to exceed six (6) months until an external/interval inspection is performed pursuant to paragraph B.1 above, inspect in accordance with the external visual inspection procedures of Figure 1 of Boeing Service Bulletin No.727-53-128, Revision 2, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; and, \n\t\t3.\tWithin twenty-four (24) months after each external/ internal inspection conducted per paragraph B.1 above, and thereafter at intervals not to exceed six (6) months until the next external/internal inspection per paragraph B.1 is performed, inspect in accordance with the external visual inspection procedures of Figure 1 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tIf the inspections conducted per paragraphs A or B reveal corrosion and/or cracking, repair in accordance with Boeing Service Bulletin No. 727-53-128, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tAreas repaired in accordance with paragraph C, the Boeing 727 Structural Repair Manual, or Boeing Service Bulletin No. 727-53-73, or later FAA approved revisions, need not comply with the inspection requirements of this AD, provided faying surface sealant was applied to the faying surfaces. Areas in which corrosion and/or cracking is not found, must be reinspected per paragraph A or B until terminating action per paragraph F is accomplished. \n\tE.\tThe left and right had ram air inlet doors and splitter vane need only be removed every other external inspection of paragraph B.2 and B.3. \n\tF.\tModification in accordance with Part I - paragraph C or Part II - paragraph C, as applicable, of Boeing Service Bulletin No. 727-53-128, or later FAA approved revisions, or an installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for the areas specified in the service bulletin. \n\tG.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington.\n \n\tAmendment 39-2648 became effective July 2, 1976. \n\tThis amendment 39-2666 becomes effective July 20, 1976.
75-24-04: 75-24-04 BOEING: Amendment 39-2425. Applies to all 707 and 720 series airplanes certificated in all categories which (1) were delivered after January 28, 1966, including Serial Numbers 18955 and 18979, with more than 12,000 hours time in service on the horizontal stabilizer center section rear spar upper chord assembly or (2) were modified by Boeing Service Bulletin No. 2243, Revisions 1 through 7, with more than 12,000 hours time in service since modified or (3) had the bushings removed for lug bore inspection and corrosion removal, with 12,000 hours or more time in service since the last flanged bushings were installed. Compliance required as indicated. \n\tA.\tWithin 100 hours time in service after the effective date of this AD, unless inspected within the last 125 hours time in service, and every 225 hours thereafter, visually inspect the horizontal stabilizer center section upper rear spar for cracks in the outer surface of the right and left hand terminal lugs. The cracks initiate in the bushed holes at the terminal fittings. \n\t\tIf cracks are found, replace the horizontal stabilizer center section rear spar upper chord assembly or repair prior to further flight in accordance with B or C below. \n\tB.\tInstall a strap in accordance with Boeing Drawing No. 65C15785. This strap must be replaced in accordance with Boeing Drawing No. 65C15785 after 3,000 hours time in service. \n\tC.\tModify in accordance with Boeing Service Bulletin No. 3243 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such modification constitutes terminating action for this airworthiness directive.\n \tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 24, 1975.
2009-09-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several reports have been received on failures of the aft hinge of the main landing gear (MLG) forward stabilizer brace. Laboratory examinations have found that the fatigue cracks were initiated from the dowel pin hole at the aft hinge lug of the MLG forward stabilizer brace where the stop bracket is attached. Failure of the stabilizer brace could result in the collapse of the main landing gear. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
95-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires an inspection to determine the adequacy of clearance between the normal maximum (second) detent for the reverse thrust control and the surrounding moving parts, and to detect chafing or damage of the detent. This amendment also requires eventual replacement of the normal maximum detent with an improved detent. This amendment is prompted by a report indicating that an inadequate level of clearance between the normal maximum detent and the surrounding parts may exist on earlier production Model F28 Mark 0100 series airplanes. The actions specified by this AD are intended to ensure proper operation of the normal maximum detent for reverse thrust control.
91-14-09: 91-14-09 FOKKER: Amendment 39-7050. Docket No. 91-NM-57-AD. Applicability: Model F-28 Mark 0100 series airplanes, Serial Numbers 11268 through 11273, 11276, 11278, and 11280, certificated in any category. Compliance: Required prior to the accumulation of 6,000 landings or 3 years since new, whichever occurs first, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Install four rivets in the shear plate on Frame Station 20320 at Stringer 59, in accordance with Fokker Service Bulletin F100-53-048, dated November 29, 1990. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to theManager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. D. The installation requirements shall be done in accordance with Fokker Service Bulletin F100-53-048, dated November 29, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7050, AD 91-14-09) becomes effective on August 6, 1991.
2021-19-19: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-9 airplanes. This AD was prompted by a report of missing sealant on the left and right wing leading edge outboard blowout door. This AD requires doing a fluid seal contact inspection and a detailed inspection for missing sealant on each blowout door and applying sealant if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2021-16-18: The FAA is superseding Airworthiness Directive (AD) 2020-21- 05, which applied to all Airbus SAS Model A330-200 Freighter, A330-200, A330-300, A330-900, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2020-21-05 required repetitive inspections of certain fuel pumps for cavitation erosion, replacement if necessary, revision of the operator's minimum equipment list (MEL), and accomplishment of certain maintenance actions related to defueling and ground fuel transfer operations. This AD retains the requirements of AD 2020-21-05, revises certain compliance times, and expands the applicability; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of a fuel pump showing cavitation erosion that exposed the fuel pump power supply wires, and by a determination that certain compliance times need to be revised and that additional airplanes are subject to the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
90-17-20: 90-17-20 BOEING: Amendment 39-6707. Docket No. 90-NM-150-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Alert Service Bulletin 737- 57A1079, Revision 4, dated May 10, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of the outboard flap, accomplish the following: \n\n\tA.\tWithin the next 250 hours time-in-service after the effective date of this AD, unless already accomplished within the last 750 hours time-in-service, and thereafter at intervals not to exceed 1,000 hours time-in-service from the last inspection, accomplish a torque check of the 5/16-inch bolts that attach the forward support fitting of the inboard and outboard flap tracks of the outboard flap, in accordance with Boeing Alert Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990. \n\n\tB.\tBolts which either fail or do not sustain the torque check must be replaced prior to further flight, in accordance with Boeing Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990. \n\n\t\t1.\tIf the replacement bolt is a 5/16-inch bolt, accomplish the torque check required by paragraph A. of this AD prior to the accumulation of 5,000 hours time-in-service, and thereafter at intervals not to exceed 1,000 hours time-in-service from the last inspection. \n\n\t\t2.\tIf the replacement bolt is a 3/8-inch stainless steel bolt, no further torque checks, in accordance with this AD, are necessary. \n\n\tD.\tReplacement of 5/16-inch diameter bolts with 3/8-inch diameter stainless steel bolts, in accordance with Boeing Alert Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990, or earlier revisions, constitutes terminating action for the requirements of this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will than forward comments or concurrence to the Seattle ACO. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-17-20 supersedes AD 74-19-05, Amendment 39-1958. \n\tThis amendment (39-6707, AD 90-17-20) becomes effective on September 4, 1990.
90-25-03: 90-25-03 BOEING: Amendment 39-6787. Docket No. 89-NM-268-AD. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: This AD references Boeing Document Number D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989, for inspection procedures, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tTo control corrosion, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, revise the FAA-approved maintenance program to include the corrosion control program specified in Boeing Document Number D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989 (hereinafter referred to as "the Document"). \n\n\tNOTE: All structure found corroded or cracked as a result of an inspection conducted in accordance with this paragraph must be addressed in accordance with FAR Part 43. \n\n\tNOTE: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4.1 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR 43.13. \n\n\tNOTE: Procedures identified in the Document as "optional" are not required to be accomplished by this AD. \n\n\tB.\t1.\tIf, as a result of any inspection conducted in accordance with the program required by paragraph A., above, Level 3 corrosion is determined to exist in any area, accomplish one of the following within 7 days after such determination: \n\n\t\t\ta.\tSubmit a report of any findings of Level 3 corrosion to the Manager of the Seattle Aircraft Certification Office (ACO) and inspect the affected area on all Model 727 aircraft in the operator's fleet; or \n\n\t\t\tb.\tSubmit for approval to the Manager of the Seattle ACO one of the following: \n\n\t\t\t\t(1)\tProposed adjustments to the schedule for performing the tasks in that area on remaining airplanes in the operator's fleet, which are adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for those adjustments; or \n\n\t\t\t\t(2)\tData substantiating that the Level 3 corrosion found is an isolated occurrence and that no such adjustments are necessary. \n\n\tNOTE: Notwithstanding the provision of Section 1.1. of the Document that would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval.\n\n\tNOTE: As used throughout this AD, where documents are to be submitted to the Manager of the Seattle ACO, the document should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. The Seattle ACO will not respond to the operator without the PI's comments or concurrence.\n \n\t\t2.\tThe FAA may impose adjustments other than those proposed, upon a finding that such adjustments are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t3.\tPrior to the compliance time specified for the first task required in the adjusted schedule approved under paragraph B.1. or B.2. of this AD, revise the FAA-approved maintenance program to include those adjustments. \n\n\t\tNOTE: The reporting requirements of this paragraph and of paragraph D., below, do not relieve operators from reporting corrosion as required by FAR Section 121.703. \n\n\tC.\tTo accommodate unanticipated scheduling requirements, it is acceptable for a repeat inspection interval to be increased by up to 10% but not to exceed 6 months. The cognizant FAA Principal Inspector (PI) must be informed, in writing, of any extension. \n\n\tNOTE: Except as provided in this paragraph, notwithstanding Section 3.1., paragraph 4, of the Document, all extensions to any compliance time must be approved by the Manager of the Seattle ACO.\n \n\tD.\tReport forms for Level 2 corrosion and a follow-up report for Level 3 corrosion must be submitted at least quarterly in accordance with Section 5.0 of the Document. \n\n\tE.\tIf the repeat inspection or task intervals of an operator's existing corrosion inspection program are shorter than the corresponding intervals in Section 4.3 of the Document, they may not be increased without specific approval of the Manager of the Seattle ACO. \n\n\tF.\tBefore any airplane that is subject to thisAD can be added to an air carrier's operations specifications, a program for the accomplishment of tasks required by this AD must be established in accordance with the following: \n\n\t\t1.\tFor airplanes that have previously been operated under an FAA-approved maintenance program, the initial task on each area to be accomplished by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t2.\tFor airplanes that have not previously been operated under an FAA-approved maintenance program, each initial task required by this AD must be accomplished either prior to the airplane's being added to the air carrier's operations specifications, or in accordance with a schedule approved by the Manager, Seattle ACO. \n\tG.\tIf corrosion is found to exceed Level 1 on any inspection after the initial inspection, the corrosion control program for the affected area must be reviewed and means implemented to reduce corrosion to Level 1 or better. \n\n\t\t1.\tWithin 60 days after such a finding, if corrective action is necessary to reduce future findings of corrosion to Level 1 or better, such proposed corrective action must be submitted for approval to the Manager, Seattle ACO. \n\n\t\t2.\tWithin 30 days after the corrective action is approved, revise the FAA-approved maintenance program to include the approved corrective action. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO.\n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tThe requirements shall be done in accordance with Boeing Document Number D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 1601 Lind Avenue S.W., 5th Floor, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6787, AD 90-25-03) becomes effective on December 31, 1990.
73-14-01: 73-14-01 BOEING: Amdt. 39-1682. Applies to all Model 707 airplanes manufactured prior to December 1, 1967, with non-shot peened 7079-T6 main deck cargo door latch support fittings. \n\tCompliance required as indicated. \n\t(a)\tWithin the next 1500 hours' time in service after the effective date of this AD and at intervals thereafter not to exceed 1500 hours' time in service, inspect the main deck cargo door latch support fittings per (b) below. Airplanes with a cracked fitting may be operated in accordance with paragraph (d) or (e) below or the cracked fitting may be replaced in accordance with paragraph (c). \n\t(b)\tInspect in accordance with Boeing Alert Service Bulletin 3124, dated January 29, 1973, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, F.A.A., Northwest Region, for cracks emanating from the barrel nut hole on each of the eight fittings using visual, or dye penetrant, or eddy current methods. \n\t(c)\tIf cracks are found emanating from the barrel nut hole, replace with a shot-peened 7079-T6 fitting; or replace with a 7075-T73 fitting; or repair in a manner approved by the Chief, Engineering and Manufacturing Branch, F.A.A., Northwest Region, prior to further flight. \n\t(d)\tIf cracks are found emanating from the barrel nut hole on any one of the two most forward or two most aft fittings, the airplane may be continued in service if flown unpressurized and the inspections per (f) are accomplished. \n\t(e)\tAirplanes with not more than one of the four center fittings cracked at the barrel nut hole, may be continued in service at a reduced cabin operating pressure, of not more than 6.0 psi cabin pressure differential, provided the inspections per (f) are accomplished. \n\t(f)\tWhen required by (d) or (e) all fittings must be re-inspected at intervals not to exceed 200 hours' time in service in accordance with (b) above. If crack growth occurs or if additional fittings are found cracked at the barrel nuthole, replace the cracked fittings prior to further flight. \n\t(g)\tThe installation of either shot peened 7079-T6 fittings or 7075-T73 fittings is terminating action for this AD. \n\t(h)\tUpon request of the operator, a FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region, may adjust the repetitive inspection intervals if the request contains substantiating data to justify the increase. \n\t(i)\tAircraft having fittings which require rework under this AD may be flown unpressurized in accordance with FAR 21.197, to a base where rework can be accomplished. \n\tThis AD, Amendment 39-1682, supersedes AD 73-4-1. \n\tThis Amendment 39-1682 becomes effective upon date of publication.
73-19-02: 73-19-02 BELL: Amdt. 39-1717. Applies to Bell Models 47B, 47B-3, 47D, 47D-1, 47E, 47G, 47G-2 and 47H-1 helicopters certificated in all categories. Compliance required as indicated. To prevent possible fatigue failure of the tail rotor yoke, P/N 47-641-057-9, remove and replace tail rotor yokes having S/N N29-1246 through N29-1266, N29-1298 through N29-1452, N29-10453 through N29-10488, and N29-10501 through N29-10525, as specified below. (a) Replace those yokes with 390 or more hours total time in service on the effective date of this AD, within 10 hours time in service. (b) Replace those yokes with less than 390 hours total time in service on the effective date of this AD, prior to accumulating 400 hours total time in service. The requirements of this AD do not affect other Model 47 series helicopter tail rotor yokes. (Bell Helicopter Co. Service Bulletin No. 47-05-73-1 dated August 22, 1973 pertains to this subject.) This amendment becomes effective to owners and operators on receipt of the mailed amendment and becomes effective to all other persons on September 14, 1973.
91-10-11: 91-10-11 McDONNELL DOUGLAS: Amendment 39-6996. Docket No. 90-NM-288-AD. Supersedes AD 90-20-09. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, serial numbers as listed in McDonnell Douglas MD-80 Service Bulletin A27-313, dated August 3, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. To prevent degradation of airplane flight handling qualities, accomplish the following: \n\n\tA.\tWithin 14 days after October 5, 1990 (the effective date of Amendment 39-6746, AD 90-20-09), and thereafter at intervals not to exceed 60 days, inspect the four bolts of the flight controls which attach the elevator variable load feel torque tube to the elevator variable load feel mechanism for loose or missing bolts and nuts, in accordance with Phase 1 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. \n\n\tB.\tAny discrepancies found during the inspections required by paragraph A. of this AD must be corrected prior to further flight, in accordance with Phase 1 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. \n\n\tC.\tWithin 6 months after the effective date of this AD, modify the flight controls elevator variable load feel torque tube attachment to the elevator variable load feel mechanism by replacing the three self-locking bolts/nuts and one non-locking bolt with three castellated nut/bolts and one bolt with a drilled head for safety wire, in accordance with Phase 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. Such installation constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los AngelesAircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, ATTN: Business Unit Manager, Technical Services, Mail Code 73-30. These documents may be examined at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment supersedes Amendment 39-6746, AD 90-20-09.This amendment (39-6996, AD 91-10-11) becomes effective on June 18, 1991.
2009-20-14: The FAA is superseding an existing airworthiness directive (AD) for RR RB211-535E4 series turbofan engines. That AD currently requires initial and repetitive inspections of the outer combustion case for cracks and possible removal if cracks are found. This AD requires the same inspections, but requires using RR Mandatory Service Bulletin (MSB) RB.211-72-7775, Revision 3, dated April 9, 1999. This AD results from the FAA approving Revision 3 to the MSB, which adds an alternative eddy current inspection (ECI) method. We are issuing this AD to prevent an uncontained outer combustion case burst, which could result in damage to the airplane.
2009-08-10: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Field reports have indicated that the possibility exists that both Primary Flight Displays (PFDs) could indicate a roll attitude offset of up to 10 degrees in the same direction if an accelerated turn onto the active runway is performed immediately followed by take-off. This condition has been reported to correct itself after several minutes. This situation, if not corrected, could result in an undesired bank angle, which would constitute an unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.